Transmission



Aug. 15, 1944'. E. P. BULLARDQSD., ETAL 2,355,626

TRANSMISSION O riginal .Filed Nov. 25, 1939 3 Sheets-Sheet l {NVENTORS lu/ana /V. Cala/ELL A RNEY.

bw/7171.1 1D. BULL/f QUIZZ' Aug. 15, 1944. E; P. BULLARD, su, E'r AL 2,355,626

` TRANSMISSION Original Filed Nov. 25, 1959 5 Sheets-Sheet 2 INVENTORS [Dm/mm Fl HULL @1w ATT` EY.

Aug. 15, 1944.

E. P. BULLARD. 3D. ,"ETA| TRANsMssIN -s sheets-'sheet s Original Filed Nov.' 25, 1939 /V///////////V////////M$// LIQ lm mm Patented Aug. 15, 1944 TRANSMISSION Edward P. Bullard, III, Fairileld, and Edward N. Cowell and Frank H. Mussler, Stratford, Conn., assignors to The Bullard Company, a corporation of Connecticut Original application November 25, 1939, Serial No.

Divided and this application February 15, 1941, Serial No. 379,022

17 Claims.

This invention relates to ,transmissions generally, and particularly to mechanisms for estab-` llshing various gear combinations within a transmission.

This application is a division of application Serial Number 306,122 filed on November 25, 1939, in the names of Edward P. Bullard, III, Edward N. Cowell and Frank H. Mussler.

Among the objects of this invention include, the provision of `a mechanism for establishing various gear combinations within a transmis- Sion independently of any other gear combination therein; the provision of a mechanism for establishing a selected gear combination within a transmission without passing through any other gear combination therein; the provision of a transmission in which the main clutch cannot be engaged until a selected gear combination within said transmission has been fully established; and the provision of a transmission having a fully interloclred mechanism for establishing selected gear combinations therein.

The above, as well as other objects and novel features of the invention will become apparent upon a consideration ot the following specication and the accompanying drawings in which:

Fig. 1 is a sectional elevational view of a transmission-embodying the principles of the present invention;

Fig. 2 is a plan View of the transmission shown in Fig. l;

\ Mg. 3 is a plan view of a gear-shifting bracket with the cover plate removed;

Fig. 4 is a plan view of the forward end of the gear shifting bracket disclosed in Fig. 3;

5 is a sectional elevational view taken substantially along lines fri-5 of Figs. 3 and Ll;

Figs. 6 and 'l are sectional elevational views taken substantially along lines tft-t, and d-l of Figs. il to il inclusive aresectional elevationalk views taken substantially along the lines tt,

ilo-tt and ill-ii of Figs. 3 and 5;

Fig. i2 is a partial sectional elevational view taken substantially along line {I2-fi?! of Fig. 5;

Fig. it is a sectional elevational view taken substantially along line {I3- ift of Fig. 5;

Fig. ii is a section substantially along line iti-ifi of Fig. 3; and

Fig. l5 is an enlarged perspective view oi a portion of the structure of Fig. 5 looking in the direction of the arrows along line lltitl Referring to Fig. l, the transmission comprises a shaft 22 adapted to support a multiple-disc :friction clutch A friction brake il is likewise supported on the drive shaft 22, and comprises a friction disc 28 having peripheral teeth adapted to mesh with internal teeth disposed about an opening in a fixed bracket not shown. Both the clutch 25 and the brake 2l are provided with metal discs splined to the drive shaft 22 on each side of the friction discs. A sleeve 30 surrounds the shaft 22 between the clutch 25 and the brake 2l, and supports a slidable grooved spool 3i and certain of the movable metal discs of the clutch 25 and brake 2l whereupon axial movement of spool 3l alternately engages and releases the clutch 25 and brake 2l.

The transmission is adapted to vdrive a driven member W at different predetermined Speeds throughout a given range. In the present embodiment of the invention it is desirable that the differentspecic speeds at which the member W is adapted to be driven shall vary substantially in accordance with a geometrical progression. Furthermore, it is desirable to employ as few gears as possible within the transmission.

Referring to Fig. l, the above desirable features have been attained by employing a Vpri.- mary unit Pu, a secondary unit -Su and a tertiary unit Tu. These units are designed and constructed So that only parallel shafts are employed throughout the transmission, and certain gears are commento various units. Additionally, the gear combinations of the Various units are designed so that the different speeds of the transmission will increase substantially in accordance with ageometrical progression. When it is desired to cover a specific range of speeds with a given number of changes of speed, it is rst necessary to determine the geometrical constant for the desired speed range. ri'his is determined by multiplying the lowest desired speed by the geometrical constant raised to a power equal to the number of desired changes of speed minus l and letting that product equal the maximum speed desired from which equation the geometi-ical constant may be obtained. y

The gear combinations of the various units are designed so that the ratio of any gear combination in the primary unit divided by the ratio of a gear combination therein which produces the next lower speed in Said primary u nit is equal to the rst power of the geometrical constant; the ratio of any gear combination in the secondary unit-divided by the ratio of a gear combination therein which produces the next lower speed in said secondary unit is equal to the fourth power of the geometrical constant; and

the ratio of any gear combination in the tering teeth on adjacent sides.

tiary unit divided by the ratio of a gear combination therein which produces the next-lower speed in said tertiary unit is equal to the eighth power of the geometrical constant.

Four spur gears 34, 35, 36, 31 are freely journaled. on the drive shaft 22, and each gear is provided with positive-action clutch engaging teeth arranged between gears 34, 35, and 36, 31. Slidable gear-engaging means 38 and 39 are keyed to the driving shaft 22 and are located between respective gear sets 34, 35, and 36, 31. Thus, movement of the engaging means 38, 39 to the left or to the right will respectively connect to shaft 22 either gears 35, 31 orgears 34, 36. A shaft 4l) parallel toshaft 22 is provided in the transmission and is adapted to support four gears 4|, 42, 43 and 44 arranged in units of two, 'I'hese last-mentioned gears are keyed to the shaft 40 and each is retained in constant mesh with gears 34, 35', 36 and 31 respectively. The gears 34, 35, 36 and 31 and 4|, 42, 43 and 44, comprise the primary unit Pu of the transmission.

An additional parallel shaft 45 is provided in the transmission on which gears 46 and 41 are freely journaled. 'I'he gears 46 and 41 are likewise provided with positive-action clutch-engag- A positive-action gear-engaging means 48 is keyed to the shaft 45 and is provided with a slidable element 49 for selectively engaging the gears 46 and 41. The gear 46 on shaft 45 is adapted to be maintained in constant mesh with the gear 42 on shaft 40, while the gear 41 on shaft 45 is adapted to be maintained in constant mesh with an additional gear 50 integral with the shaft 4U. Gears 46, 42, 41 and 50- comprise the secondary unit Su. The

shaft 40 acts as a common shaft between the.

primary and secondary units, and gear 42 serves a dual function in meshing with gear 35 of the primary unit and gear 46 of the secondaryunit. By selectively shifting the means 38 and 39, shaft 40 can be driven at four separate and distinct speeds from the drive shaft 22. Furthermore, the shaft 45 may be driven at eight separate and distinct speeds from the drive shaft 22 by selectively shifting the means 38, 39 and 49.

The shaft 45 of the secondary unit is extended and forms one shaft of the tertiary unit Tu. The extended portion of shaft 45 `is provided with gear teeth adapted to be maintained in constant mesh with a gear 52 freely journaled on a driven shaft 53 forming the other shaft of the tertiary unit Tu. Likewise, the extended portion of shaft 45 fixedly supports a gear 54 adapted to be maintained in constant mesh with a gear 55 freely journaled on a sleeve 56, which latterv is keyed to the driven shaft 53. of the gears 52 and 55 is provided with positiveaction engaging-means facing each other and disposed between the two gears. A shiftable engaging means 51 splined to sleeve 56 is provided between the last two gears for selectively engaging either. Inasmuch as the shaft 45 may be driven at eight different speeds from the diving shaft 22, it follows that selectively shifting the means 51 of the tertiary unit Tu will impart sixteen separate and distinct speeds of rotation to the driven shaft 53. A

The driven shaft 53 is arranged coaxially with the shaft 40.. This arrangement makes it possible to produce-an additional four speeds of rotation of the driven shaft 53 from the driving shaft 22 by employing a single additional gear. Accordingly, the gear 50, fixed to shaft 40, is

Each' -made longer than would be necessary for its proper meshing with gear 41. The end of driven shaft 53 adjacent the gear 50 is provided with a spline 58. An internal ring gear 59 is splined on the. end of driven shaft 53 and is adapted selectively to be moved axially to directly connect driven shaft 53`with shaft 40.

From an inspection of Fig. 1, `it is apparent that the driven shaft 53 may be driven at 20 different speeds while employing gears that remain constantly in mesh with their mating gears, thereby avoiding the difficulties common with constructions employing'diving keys. Furthermore, the use of a Acommon shaft between the secondary and primary units as well as common gears between units, together with the arrangement of the driven shaft 63 coaxial with shaft 40 of the primary and secondary units, tends to reduce to a minimum the number of gears in the transmission for a given number of different speeds of the driven member. Additionally, e'ach gear combination in the primary,

secondary and tertiary units is so designed that it may be used with any other gear combination in any other unit and the ability to employ the various gear combinations of each unit over and over further minimizes the number of gearcombinations required for a given number of speciiic speeds of the driven shaft 53.

The driven shaft 53 is provided with a bevel gear 60 at its end opposite that which contains spline 58. This bevel gear 60 meshes with a bevel ring-gear 6| fixed to the under surface of the driven member W.

The various gear combinations of the primary, secondary and tertiary units are selectively engaged and disengaged by the shiftable means 38, 39, 49, 51 and 59. The clutch 25 and the brake 21vare alternately engaged and disengaged by the action of the slidable spool 3|. All of these elements are selectively shifted by the movement of a plurality of rods within a gear-shifting bracket B and are connected to said shiftable elements through linkages to be described.

Referring to Figs. 2 and 3, the bracket B comprises a relatively flat irregular-shaped boxlike element E2 adapted to be bolted to the bottom of a housing for the transmission. The walls between the box 62 and said housing are provided with openings through which' a series of six reciprocable rods 63, 64, 65, 66, 61 and 68 are adapted to pass.

The rod 63 extends into the transmission housing to a point on the far side of the transmission and is connected to a link 69 that is xed to a vertically-disposed shaft 16. The upper end of the shaft 10 has xed to it a link 1| which forms a bell-crank with the link 68. Link 1| is connected to a link 12 which in turn is connected to a link 13 fixed to the lower end of a shaft 14. The upper end of a shaft 14 flxedlysupports a yoke 14 that engages the shiftable element 38 so that reciprocable movement of the rod 63 moves the element 38 to the right and -left thereby selectively connecting gears 34 and 35 to the driving shaft 22.

Rod 64 extends into the transmission housing and is connected to a link 15 which latter is xed to a vertically-disposed shaft 16 extending upwardly within the transmission housing to a point adjacent the primary unit Pu. The upper end of therod 16 rigidly supports a yoke 11, that engages the shiftable element 39.

'I'he rod '65 is pivoted to a link 18 that is rigidly connectedto. a vertically-disposed shaft 18.

f on a vertically disposed shaft |06.

The shaft 19 extends vertically within the transmission housing to a point near the top of the transmission. The upper end of shaft 19" fixbe held against movement by an inter-locking mechanism-` A shaft |09, extending at right anedly supports a link 80 that is pivoted to a pull rod 8| connected to an arm of an. oscillatable yoke 82. The yoke 82 engages the spool 3| on the driving shaft 22 between the clutch 25 and brake 21.

Rod y|56 extends into the transmission housing Where it is connected to a link 83 fixed to a pivot shaft 84. thereto a yoke 85 which is adapted to engage the shiftable element 49 of the secondary unit.

Rod 61 extends into the transmission housing to the far side of the `{"Il'ansrnission where it is connected to a link 8B rigidly fixed to a pvot. shaft 81. The shaft 81 xedly supports a yoke 98 that engages the shiftable element. 59 for directly connecting the driven shaft 53 with the shaft 40.

The rod 68 extends into the transmission housing and is connected to a link 09 xed on a pivot shaft 90. The shaft 90 rigidly supports a yoke 9| that engages the shiftable element 51 of the tertiary unit.

From the foregoing it is apparent that selective reciprocation of the rods63, 64, 65, 65, 61 and 68 will set up various gearcombinations in the transmission to provide twenty different rates at which the driven shaft 53 .may be rotated. Certain of these rods are adapted to be reoiprocated by racks angularly related with respect to their corresponding rods.

Referring to Figs. 3 and 6, the rod 63 is connected to a rack 92 within the box 62 by a crank member 93, pivoted on a vertically disposed shaft 94. The crank 93 includes a rigid arm 95 that forms a cross-head pivotal-connection with one end of the angularly related rack 92 which insures substantially axial movement of the rack 92 and rod 63 for limited motion. Similarly, rod '64 is connected to a crank 96 which likewise is pivoted on the shaft 94, and a rack 91' is connected to crank 95 in the same manner as rack 92 is connected to the crank 93. Referring to Fig. 8, the crosshead pivotal connection includes a square slide 96 pivoted to the crank 96 that is adapted to slide in a transverse slot 91 in the one end of rack 91. Rods 66 and 61 are similarly connected to racks 98 and 99 through cranks and |0|, respectively, in the same manner as racks 92 and 91 are connected to cranks 93 and 96.

The rod 65 which actuates the clutch 25 and brake 21 is connectedlto a bell-crank lever |02 located in thebox 62. The lever |02 is pivoted on a vertically disposed shaft |03, to which is also xed a relatively long hand-operated lever |04.,

The rod |58 which actuates the shiftable element 51 of the tertiary unit Tu is connected to a bell-crank lever pivoted within the box 62 The opposite end` of the bell crank |05 is connected to a. bearing |01, to be described later. The racks 92, 91, 98 and 99 are adapted to, be reciprocated along their longitudinal axes, while the -bell crank |05 is adapted to be pivoted about the shaft |06 by a movement of bearing |01 in a direction transversely to the movement of said racks92, 91, '98 and 99.

Referring to Figs. 5 and 8 of the drawings, the racks 92 and 91 are adapted to be reciprocated separately and selectively by a common driver |08, and while either rods 92 or 9 1 is out The pivot shaft 84 has rigidly fixed of engagement with the driver, it is adapted to gles tothe longitudinal axes of racks 92 and91,

is provided at its one end with a slidable, nonrotatable yoke member I |0. The common driver |08 for the racks 92 and. 91 is in the form of a mutilated gear keyed to shaft|09 and its teeth mesh with rack teeth formed on the under sides of racks 92 and 91. Each of the legs of the yoke ||0 is provided with gear teeth ||0 which are adapted to mesh with the rack teeth on the racks 92 and 91. Oscillation of the shaft |09 causes the driver |08 to reciprocate the racks 92 or 91 with which it is in engagement, While at the same time the teeth H0 on the legs of the yoke ||0 are adapted to prevent the movement of the rack 92 or 91 which is not in driving engagement with the driver |08. Accordingly, by shifting the shaft |09 axially and then oscillating it, the racks 92 and 91 can be selectively reciprocated to actuate the shiftable elements 38 and 39 of the primary unit.

From an inspection of Fig. l, it is apparent that shiftable elements 49 and 51 must be in engagement with one of the gear combinations of the secondary and tertiary units at the same time in order to impart a drive to the driven shaft 53. Accordingly, the rods 68 and 66 of Fig. 3 must be actuated in order to effect driving of the driven member through the secondary and tertiary units. Referring to Fig. 5, a relatively long sleeve extends into the box l62 and telescopes the relatively long shaft |09. The sleeve is provided with two bearing elements, namely, the bearing |01 and another bearing ||3, both of which permit axial shifting of said sleeve relatively to shaft |09, as well as oscillating movement ofsaid sleeve. The bearing |01 which is xed to the bell crank |05 (Fig. 3), is also fixed to the'sleeve The bearing element ||3 includes a relatively long gear portion I|4 adapted to remain in mesh with the rack teeth on the under surface of the rack 98 at all times irrespective of the axial position of the sleeve ||I. Accordingly, the sleeve may be moved from its one axial limiting position, wherein the element 51 engages either gear `55 or 52, through a neutral position, to its other axial limiting position wherein the element 51 will engage the other of said gears 55 and 52. During this entire axial movement of sleeve I, the rack 98 will be in positive mesh with the gear ||4. This arrangement permits the reciprocation of the rack 98 to cause the element 49 of the secondary to engage either gears 46 or 41 whenever gears 52 or 55 are engaged by the element 51, thus completing a driving train through the secondaryv and tertiary units tothe driven shaft 53.

Reciprocation of the rod 61 within the box 62 (Fig. 3) is adapted to engage and disengage the direct drive between the driven shaft 53 and the shaft 40 common to the primary and secondary units. This direct drive must not be initiated when a complete drive is established through the secondary and tertiary units. must be a condition precedent to establishing .the direct drive that either the elements 49 or 51 be in a neutral position. In as much as the bearing |01 that controls the movement of element 51 is moved axially with sleeve ||I between two limiting positions through a medial neutral position, it is apparent that the reciprocation of link 99 should only occur when the bearing |01 is in said neutral position. `This has been accom- Therefore, it'

' of slot |20' in the element |2|.

sleeve |I| on which a driving element ||6 is journaled. Referring to Figs. 5, 10, and 11, the element ||6 comprises a sleeve having a gear portion ||1 formed on its periphery. It is also provided with a peripheral slot ||8 that cooperates with a pin I9, fixed to the -box 62, to permit limited oscillation and to prevent axial move ment of the member ||6. Driving element ||6 is further provided with a pair of diametricallydisposed ears (Fig. 10) which are adapted to engage the side walls of a slot |20 in a connecting element |2|. The element |2| is fixed to the sleeve and is provided with an undercut recessed portion |22 into which the ears |20 of the driver ||6 are adapted to pass upon axial shifting of the sleeve I beyond a predetermined point. The arrangement and construction permits the ears |20 to engage the side walls of the slot |20'V in the element |2| when the bearing |01 is in its neutral position. Axial shifting of bearing |01 to either side of this neutral position will prevent ears |20 from engaging the side Walls Therefore, the sleeve may be selectively shifted axially and oscillated to transmit the drive of the primary through the secondary and tertiary units on the one hand, and to transmit said drive directly to the driven member as desired.

Referring to Fig. 1, it is evident that the driven shaft 53 and the sleeve 56 will be rotated at a relatively high rate of speed when the direct drive is effective. Should the gears 52 and 55 remain idle during this time, excessive wear would occur tending to make the circular gear journals egg-shaped. Accordingly, the reason for making the gear portion I4 of element I I3 long enough to maintain it always in mesh with the teeth of rack 98 is to cause gears 5| and 54 to rotate gears 52 and 55, respectively when the direct drive is effective to more evenly distribute the wear between gear 52 and shaft 53, and between gear 55 and sleeve 56.

Referring to Fig. 5, the sleeve I|| and shaft |09 are adapted to be axially shifted and oscillated by hand levers |23 and |24 respectively. 'Ihese levers are constructed and arranged to transmit their movement in an amplified form to the shaft |09 and sleeve and to prevent the passage of dirt and chips into, or the leakage of lubricant from within the box 62. Referring to Fig. 13, a spherical portion |26 is provided between the ends of hand lever |24 that forms a ball and socket fulcrum with a cover plate |21 for box 62 and an indicator plate |28, thereby preventing the lossv of lubricant from, or the entrance of dirt and chips into said box. An additional spherical portion |29 is provided at the lower end of the lever |24 that cooperates with a socket |30 keyed to a coaxial extension |09 of shaft |09. The distance between the spherical portions |26 and |29' is greater'tthan that between the portion |29' and the center of exten.. sionl |09'. Accordingly, the degree of movement of the lever |24 that is transmitted to the extension 09 wil be amplified so that a substantial angular turning or axia1 shifting of shaft |09 may be effected with a relatively small movement of lever |24. The one side of socket |30 is provided with an H-shaped groove |3| in its side wal1 into which the one end of a pin |32 is adapted to t. This construction requires the lever |24 to be returned to a neutral position before the shaft |09 can be axially shifted. The lever |24 is held in either of its positions by the plished by providing a spacing sleeve ||5 on the i cooperation of a spring-pressed detent |33 and a .series of notches |34 on the side of socket portion |30 opposite that which contains the `H- shaped groove |3|.

The shift lever |23 is mounted within the box 62 and is connected to a coaxial extension of sleeve I in substantially the same manner as lever |24 is connected to the extension |09'. However, a socket |30 (Fig. 12), similar to socket |30, is keyed to extension and is provided With a recess |3| instead of an H-shaped slot. The H-shaped slot is notnecessary to insure lever- |23`returning to a neutral position prior to shifting the sleeve axially since the ears |20 of the member ||6 (Figs. 5 and 10) must be aligned with the slot |20' in the connecting element |2| prior to such shifting of-sleeve When a given gear combination within the -transmission has been set up by shifting the levers |23 and |24,l it is necessary to manually shift the clutch -25 into engagement and to simultaneously release the brake 21. This dual function is accomplished by reciprocation of the rod 65 within the housing 62 (Fig. 3). However, it is desirable to provide an interlock between the main clutch shifting rod 65 and all of the gear-engaging shifting means 38, 39, 49, 51 and 59, so that upon shifting the gear-engaging means, should any gear combination fail to effect complete engagement, the clutch 25 cannot permanently be engaged.y It often occurs that the teeth of the engaging means fall tooth on y tooth, thus preventing engagement of a selected gear combination. Therefore, it is desirable to 'provide means for temporarily engaging the clutch 25 toeffect relative movement between the teeth of the gear-engaging means should the above condition arise. Y

The above-referred to interlocking mechanism comprises a common interference rod |35 having an aperture |35' through' which a portion of a link |36 is adapted to pass. The link |36`is connected to the bell crank |02 that is manually operated by lever |04 to effect the shifting of the Clutch 25 and the brake 21. .The link |36 and the` aperture |35' in the interference rod |35 must be in alignment before the former will pass through it. Each of the racks 92, 91, 96 and 99 is provided on its one side with notches or cam surfaces |31, equal in number to the positions it will assume during its norma1 movement while selectively shifting the gear-engaging means. The common interference rod |35 is provided with slots |38 in its top side (Fig. 7) through which the racks 92, 91, 98 and 99 are adapted to pass. Each of the slots |38 in the rod |35 contains one side wall that is formed as an arrowhead or cam |39. A spring |40 bears against the one end of the common interference rod |35, tending to urge it to a position where the arrow'- heads or cams |39 seat in the bottom of the notches or cam surfaces |31 in the sides of the racks 92, 91, 98 and 99. In the event that any of the racks 92, 91, 98 and 9 9 are not in position for the arrowheads |39 perfectly to seat within the notches |31, the rod |35 will be moved to the right against the action of the spring |40 as Viewed in Fig. 3 causing mis-alignment of the aperture |35' within rod |35 and the link |36. Accordingly, under such conditions, the link |36 will abut against the side of the rod I 35, thereby preventing actuation of the bell crank |02, and consequently, preventing the engagement of the, clutch 25. The end of the rod |35 adjacent the bearing |01 is provided with an arrowhead or cam |4| adapted to cooperate with a notched cam surface formed in an abutment |42 integral with the end of one arm of the bell-crank |05.

'I'he surfaces of the arrowhead or cam |4| and the notched cam surface in abutment |42 are angularly related so that slight movement of the bearing |01 in either direction from its medial or neutral position causes shifting oi' the interference rod |35 thereby disturbing alignment of the aperture |35 therein with the link |36. The abutment |42 is of such length that it will clear the arrowhead |4| when the bearing |01 is moved suiciently in either direction to effect complete engagement of the element 51 with either gears 52 or 55. of element 51 is made, rod |35 will be returned by spring |46 to the position where its aperture |35 aligns with the link |36.

Referring to Figs. 3 and 9, the link |36 which serves as the interlock between the gear-combination engaging means and the main clutch 25 is constructed to permit temporary engagement of the main clutch even though the link |36 abuts against the side of the interference rod |35 instead of passing through the aperture |35 therein. Accordingly, the link |36 is in two parts, one portion |43 of which is guided by guides |44 constructed on the base of the box 62. A similar pair of guides |45 is likewise mounted on the base of the box 62 in alignment with the guides 44, and slidably receive the other portion |46 of link |36. 'Ihe portion |46 is provided with a finger portion |41 adapted to pass through the aperture |35' in the interference link when the two become aligned. The ends of portions |43 and |46 of link |36 that face each other are bored, counterbored, and tapped to receive a screw |48 and a spring |49. The spring |49 forces the portion |46 away from the portion |43, but permits the portions |46 and |43 to approach each other if the finger |41 abuts the side of the interference rod |35 and continued force is applied to the portion |43. The end of portion |43 opposite that which receives the spring |49 is adapted to be connected to the bell-crank lever |02 by a crosshead connection including a rectangular block |50 slidingly supported in a groove in the end of the portion |43 at right angles to the guides |44. A pin mounted in the rectangular block |50 pivotally engages the lever |02. Therefore, movement of the hand lever |04 to cause permanent engagement of the main clutch 25 will Accordingly, when acomplete shiftoccur only if the aperture |35 in rod |35 is in alignment with the finger portion |41 of the link |36; otherwise, the nger |41 will abut the side of rod |35 and movement of the lever |04 will cause compression of the spring |49, effecting temporary engagement of the clutch Z5 However, should complete engagement of the selected gear combination fail to occur, spring |40 will cause separation of'the parts |43 and |46 upon release of the lever |04, thereby causing clutch 25 to become disengaged.

An additional interlock is provided between the shifting means 59 for establishing the direct drive and the means 51 of the tertiary unit to prevent either one of said means from being operated if the other is in engagement with its respective gears. Referring to Figs. 3, 11 and 14, the interlock comprises a rod |52 connected to the slidable bearing 01 and guided by-a groove |53 in a support |54 integral with the base of box 62. The bar |52 is provided with a slot |55 adapted to receive a cross bar |56 of an H-shaped connector plate |51 slidably mounted in a recessed portion of bearing |01. The rod |52 is provided with a relatively long slot |58 and an additional slot 59, the width of which just clears the rack 99. The rack 99 isl provided with a slot |60 the width of which just clears the rod |52 and when aligned with the slot |59 of rod |52 clears the depth of rack 99. Accordingly, it will be impossible to shift rack 99 unless the slot |59 on rod |52 and the slot |60 on rack 99 are in alignment. The arrangement and construction is such that these slots will be aligned only when the bearing |01 is in a position where shiftable Although the various features of the improved transmission have been shown and described in detail to fully disclose one embodiment of this invention, it will be evident that numerous changes may be made in such details, and certain features may be used without others, without departing from the principles of the invention.

What is claimed is:

1. In a transmission including a plurality of movable elements, means for moving said elements comprising an oscillatable axially-movable member; means associated with said member for moving one of said elements when said member is moved from its one axial limiting position to its other axial limiting position; and means associated with said member for moving another of said elements only when said member is substantially mid-way between its axial limiting positions and upon oscillation of said member.

2. In a transmission including a plurality of movable elements, means for moving said elements comprising an oscillatable axially-movable member; means associated with said member for moving one of said elements when said member is moved from its one axial limiting position to its other axial limiting position; means associated with said member for moving another of said elements when said member is in any of its axial positions and oscillated; and means associated with said member for moving a plurality of said elements when said member is substantially midway between its axial limiting positions and oscillated. V

3. In a transmission including a plurality of movable elements, means for moving said elements to effect the operation of said transmission comprising a plurality of oscillatable axiallymovable members adapted to be moved throughout their entire axial and oscillatable movements independently of each other; means associated with one of said members for engaging any one of a plurality of said elements upon axial movement of said member and for moving the element it engages upon oscillation of said member; and means associated with the other member for moving another of said elements during its axial movement and at least one other element during its oscillation'.

4. In a transmission including a plurality of movable elements, means for moving said elements to effect the operation of said transmission comprising a plurality of oscillatable axially-movable members adapted to be moved throughout their entire axial and oscillatable movements independently of each other; means associated with one of said members for engaging any one of a plurality of said elements upon axial movement of said member and for moving it upon oscillation of said member; means associated with'the other member for moving another of said elements during its axial movement, another element Yduring its oscillation and still another element during its oscillation when said member is substantially midway between its axial limits.

5. A transmission comprising in combination a driving and a driven member; a primary, secondary and tertiary unit each including a plurality of gear combinations between said driving and driven members; means for engaging gear combinations in each unit comprising a palr of telescoping axially-movable oscillatable shafts adapted to be moved throughout their entire axial and oscillatable movements independently of each other, one of which is adapted to control the'engagement of gears in the primary, and the other of which is adapted to control the engagement of gears in the secondary and tertiary units.

6. A transmission comprising in combination a driving and a driven member; primary, secondary and tertiary units including a plurality of gear combinations between said driving and driven members; a direct drive between said primary unit and said driven member; means for engaging gear combinations in each unit as Well as for eiecting engagement and dis-engagement of said direct drive, comprising a pair of axiallymovable, oscillatable shafts adapted to be moved throughout their entire axial and oscillatable movements independently of each other, one of which is adapted to control the engagement of gears in the primary, and the other of'which is adapted to control the engagement of gears in the secondary and tertiary units and to control the engagement and disengagement of said direct drive.

'7. In a transmission including a driving and driven member, a plurality 4of gear combinations and an 'engageable and disengageable direct drive; an oscillatable axially-movable member for controlling the operation of said transmission; means associated with said member for engaging a gear combination in either of its axial limiting positions and while in either of said positions for engaging a cooperating gear combination in either of its oscillatable positions; and additionalmeans associated with said member for engaging said direct drive when said mem-4 ber is oscillated while at a point substantially midway between its axial limiting positions. l

8. In a transmissionl including a driving and driven member, a plurality of variable-speed gear combinations; a plurality of shiftable means for engaging and disengaging said gear combinations; a housing associated with said transmission; a plurality of elements extending from within said housing to the outside thereof and adapted to effect selective engagement of said variable-speed gear combinations within the transmission; means for selectively moving said 9. In a transmission including a driving and driven member; a plurality of gear combinations adapted to be selectively engaged; a housing associated with said transmission; -a plurality of elements extending from within said housing to the outside thereof and adapted selectively to engage said plurality of gear combinations within the transmission; means for selectively moving said elements comprising a primary and a secondary member, said members being axially movable and oscillatable; common means on said primary member for moving certain of said elements upon oscillating movement being imparted to said primary member, and adapted to be selectively moved into operative position with respect to each of said certain elements upon axial movement of said primary member; said second--A ary member being provided with means for moving one of said elements upon movement of said secondarymember from its one axial limiting position through a neutral position to its other axial limiting position; means for moving other elements upon oscillatable movement of said secondary member, said last mentioned means being eiective to move at least one of said elements only when said secondary member is in its neutral axial position; and means for operating said members.

10. In a transmission, a driving shaft; a driven shaft; a plurality of gear combinations between said driving and driven shafts; a plurality of shiftable elements adapted to establish selected gear combinations; a main clutch; releasable mean for effecting engagement of said main clutch; and means between said shiftable elements and said releasable meansfor preventing sustained engagement of said main clutch upon release of said releasable means except when all of said shiftable elements are in predetermined positions.

11. In a transmission, a plurality of shiftable means for establishing various gear combinations therein; a plurality of movable elements for shifting said shiftable means; means for selectively moving said elements; a member; means for moving said member; and means between said elements and member provided lwith an opening; means on said member for cooperating with said opening when the two are in alignment; and means on said elements for preventing the alignment of the opening and the means on said member until said elements are in predetermined positions.

12. In a transmission, a plurality of shiftable means for establishing various gear combinations therein; a plurality of movable elements adapted to move said shiftable means and including cam surfaces; means for moving said elements; a member; means for moving said member; common means having cam surfaces adapted to cooperate with the cam surfaces on said elements and provided with an opening for receiving projecting means on said member when the opening and projecting means become aligned; and means for resiliently urging said common means toward a position where said opening and projecting means become aligned.

13. In a transmission including a driving and driven member; a pluralityof vgear combinations; a plurality of means for selectively engaging certain gear combinations; a main clutch for said transmission; a gear shifting bracket associated with said transmission including a plurality of elements associated with said gear engaging means; means for selectively operating said elel ments; separate releasable means for operating said -main clutch; a member adapted to cooperate with all of said elements for preventing sustained engagement of said main clutch upon re- `lease of said releasable means except when said elements are in predetermined positions; and means associated with said clutch-operating means adapted to cooperate with said member when said elements are in said predetermined pof ments; separate means for operating said main clutch; an apertured member adapted to cooperate with all of said elements for preventing the engagement of said main clutch until said elements are in predetermined positions; means associated with said clutch-operating meansadaptf ed to cooperate with the aperture in said memlber when said elements are in said predetermined positions to facilitate engagement of said main clutch; and means for resiliently urging said member toward a position where its aperture will be in cooperative position with respect to the means associated with the clutch-operating means.

'a plurality of racks connected to said gear-engaging means; means for selectively operating said racks; separate releasable means for operating' said main clutch; a lever connected to said main clutch operating means` and adapted to abut against means which prevents sustained engagement of said main clutch upon release of said clutch-operating means except when all of said racks are in predetermined positions; and resilientmeans between said lever and abutment means for facilitating temporaryengagement of said main clutch when said racks are not in said predetermined positions.

,16. In a transmission including driving and driven shafts; a plurality of gear combinations between said shafts; a plurality of means for selectively engaging certain of said gear combinations; a main clutch for said transmission; a plurality of racks connected to said gear-engaging means; means for selectively operating said racks; separatel means for operating said,

main clutch; and a link connected to said main clutch-operating means 'including a Y portion adapted to abut against a `member that cooperates with all of said racks, said member having an aperture adapted to 'be aligned with said portion to eiect its passage through said member when said racks are in predetermined positions.

17. In a transmission having a driving shaft, a driven shaft, a plurality of gear combinations between said shafts, a main clutch and areleas` able operating lever therefor; elements within said transmission; means for shifting said elements to establish diierent of said gear combinations comprising a plurality of axially-movable, oscillatable members; means between said members and elements for transmitting the movement of said members to said elements; and .common means adapted to cooperate with al1 of the means between said members and elements and the clutch-operating lever for preventing sustained engagement of said clutch upon release of said operating lever except when all of the means between said members and elements are in predetermined positions.

EDWARD P. BULLARD, III.

EDWARD N. COWELL.

MUSSLER. 

